Gustavus a



(No Model.)

G. A. KARWIESE.

LOGOMOTIVE BOILER.

No. 398,161. Patented Feb. 19, 1889.

N PETERS. Phowmhn n hqr, Wushinglun. D. C.

UNITED STATES PATENT OFFICE.

GUSTAVUS A. KARIVIESE, OF NEW' YORK, N. Y.

LOCOMOTlVE-BOILER.

SPECIFICATION forming part of Letters Patent No. 398,161, dated February 19, 18 89.

Application filed March 30, 1887' Serial No. 233,079. (N0 model.)

T0 (0 whom it may concern.-

Be it known that I, GusTAvUs A. KARW IEsE, of New York, in the county of New York and State of New York, have invented certain new and useful Improvements inLocomotive-Boil- Q ers; and I do hereby declare that the follow ing is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the ac companying drawings, and to the letters of reference marked thereon, which form part of this specification.

My invent-ion relates to an improvement in j locomotive-boilers, and has for its object to economize fuel to the greatest extent and to develop a maximum power with a minimum expenditure.

My invention consists in the enlargement of the fire-boX in such manner as to utilize all the available space permitted by the position of the tracks, so that, instead of making the fire-box as deep as usual, I make it wide, extending out between the drivers, so that I can readily stoke the fire throughout all its grate area, and thus insure perfect combustion and give time for the consumption of thegases, which in the deep elongated boxes heretofor could not be successfully done.

Another beneficial result of the arrangement of my fire-box is that it is near the ground, avoiding the serious objection heretofore existing of being top-heavy, which also in a large measure prevents swinging, and my invention further consists in certain novel features of construction and combinations of parts, more fully described herein after, and particularly pointed out in the claims.

In the drawings hereto annexed, Figure 1 is a central vertical longitudinal section of my improved engine frame, boiler, and tender.

Fig. 2 is a central horizontal section taken on a line through the firebox above the grate and frame and partly a top plan view of the frame and tender-engine tanks; and Fig. 3 is a detail sectional view on line a b, Fig. 1, of one of the brace-rods extending through the fire-box and the water-tube surrounding the same.

A is the boiler, providedwith fire-tubes of the usual make, the barrel of which. may be varied in diameter as desired.

13 is the fire-box, of about the usual depth, but extending transversely between and beyond the driving-wheels as far as the position of the tracks will permit, by which I obtain a very much increased area of grate-surface, and which, by its position and contour, is readily accessible for stokin g, and at the same time increasing largely the steam-generating surface, the barrel of the boiler and the firebox portion presenting in horizontal section substantially the form of a T.

At the smoke-boxend of the boiler an extension, J, is formed around the uptake, which i is constructed with a downwardly-inclined bottom forming a deflecting-plate, d,which defleets the sparks and cinders into the bottom of the smoke-box, from which they can be blown out in a suitable manner. This extension J, as will be seen by reference to the drawings, forms a portion of the boiler and steam-generatin g surface, thereby utilizing all the heatingsurface possible. It will be 0bserved that the inclined bottom of the extension J of the smoke-box also forms a sedimentchamber, from which the sediment is blown through a mud-plug, 1''.

In the construction shown the traction force of the tender is utilized by converting the same into an auxiliary engine, 0, having op erating mechanism independent of but operatin g sin'iultaneousl y with the operating meclr anism of the locomotive proper, both being supplied with steam from the same boiler. This auxiliary engine is provided with the water-tanks D, arranged in such manner as to form coal-repositories between them.

On the engine-boilerllocate a steam-dome, E, immediately over the fire-box, and said dome contains the steam dry-pipe F, connected with a chamber, G, from which two steam supply pipes, H I, extend to the respective engines.

As shown in the drawings, the boiler and other parts of the locomotive are supported by skeleton frames-preferab1y three in number and suitably jointed together. The frame is made to conform to the shape of the firebox and extend beneath it, but the angle is not so abrupt as to endanger the fracturing of the said frame; but in order to fully strengthen this portion of the frame'the stay-rods e f are secured to the same and run directly through the fire-box. These rods are prevented from injury by heat by the inclosing water-tubes e, communicating with the boiler andsurrounding said. rods and extending through the fire-box. The lower portion of the firebox is surrounded by water, as shown.

The boiler is set on the frame in such manner as to be entirely free from the action of the engine-frame; therefore the danger of springing the joints or boiler-seams is overcome.

The engine provided with the usual appliances for its operation, the same throttle answering for both engines, and the steam is therefore let into both simultaneously.

It is clearly evident that various slight changes might be made in the form and arrangement of the parts described without departing from the spirit and scope of my invention.

What I claim is 1. The combination, in a locomotive-boiler,

of the fire-box, the smoke-box connected by i i l i 2. The combination, with a locomotiveboiler, of an extension over the smoke-box forming a part of the boiler, the bottom of said extension forming a deflector for the sparks, an upward guide for thesmolze, and a pocket for the collection of sediment in the boiler, substantially as described.

A locomotive having a boiler substantially T-shaped in longitudinal section and the fire-box extending down between and beyond the two sets of the driving-wheels, in combination with a demo at the fire-box end of the boiler, as set forth.

4. The combination, in a locomotive-boiler, of the fire-box extending down between and beyond the two sets of the drivin g-wheels, the horizontal flues, brace-rods extending through the fire-box, and water-tubes surroundingthe same and communicating with the main water-chamber of the boiler, substantially as described.

In testimonythat I claim the foregoing as my own I affix my signature in presence of two witnesses.

J ULIUS SOLGER, O. E. DUFFY. 

